AIRCRAFT SEAT TRACK SYSTEM, APPARATUS AND

METHOD

RELATED APPLICATIONS

This application claims priority benefit of U.S. Serial Number 60/645,623, filed 01/21/2005.

BACKGROUND OF THE INVENTION

a) Field of the Invention

The present invention relates to a system for securing

various articles and objects that are being transported, and more

specifically a seat track system adapted for use in the aircraft

industry or other modes of transportation, and more particularly to

the system, seat track attach mechanisms and methods by which

various components of the airplane can be secured to seat tracks

in the airplane fuselage or other transportation vehicles.

b) Background Art

For a number of decades in the aircraft industry, the

conventional way to attach seats and other components in the

fuselage of the aircraft to the floor level of the aircraft is to utilize

seat tracks which extend lengthwise at or adjacent to the floor level

of the fuselage. In recent decades, the configuration of the

connecting portion of the track has become in large part

standardized. The track connecting structure comprises a floor,

sidewalls and inwardly extending edge portions that define a

channel extending the length of the track. Pairs of lugs extend

laterally inwardly from the upper edges of the side walls, and the

lugs are separated along the lengthwise axis of the track by

circularly shaped recessed portions which define positioning

locations along the length of the track. These positioning locations

are spaced at one inch intervals along the length of the track.

In order to attach the seats and other components that are to

be secured in the fuselage, there are provided seat track attach

fittings that are secured in the track, and these have an attaching

means, such as a upwardly facing socket to receive a bolt that

connects the seat or other component that is to be secured to the

fitting which in turn is secured to the track.

Seat track fittings are typically installed into the seat tracks

by lowering these into the seat track channel and then moving the

fitting one half an inch along the axis of the seat track to lock the

fitting underneath the seat track lugs. In a common configuration

of the seat track fittings, a locking washer or sheer boss is then

used to prevent the seat track attach fitting from moving in either a

transverse horizontal direction or in a forward to rear direction,

thus fully restraining the fitting. With this type of fitting, the

attaching location at which a bolt or other fastener is to be

connected to the fitting is located at the location of the pair of lugs

that extend over the channel of the track.

For various reasons, it is often desirable that the seat track

attachment fitting have an upper surface which is flush with the

surrounding floor. Further, in some instances there-are

advantages in being able to make a connection to the seat track

attach fitting which is not at the location of the lugs, but at a

connecting location which is positioned along a lengthwise axis

between two adjacent longitudinally spaced pair of lugs.

The present invention is directed toward providing solutions

to meet these needs.

BRIEF DESCRIPTION OF THE DRAWINGS

Fig. 1 is an isometric view illustrating a prior art seat track,

and components (or portions of components) in the fuselage of the

airplane which would be secured to the seat track, and showing

only schematically a seat track attach fitting that would be utilized

to make the connection to the seat track;

Fig. 2 is a top plan view of the airplane components that are

shown partially in the Fig. 1, where those components are drawn

more completely and shown in a position to be attached to three

seat tracks;

Fig. 3 is a sectional view taken along line 3-3 of Fig. 2;

Fig. 4 is a sectional view of a commonly used prior art seat

track, with this sectional view being taken along a transverse plane

passing through a pair of retaining lugs of the seat track;

Fig. 5 is a top plan view of a portion of the seat track;

Figs. 6-9 are four sequential views illustrating somewhat

schematically the basic components of a type of prior art seat track

attach mechanism that is commonly used in the aircraft industry,

with this sequence of drawings illustrating the manner in which the

prior art seat track attach fitting is placed and then secured in its

operating position in the seat track;

Fig. 1OA is an isometric view of a base member of a first

embodiment of a seat track attach fitting of the present invention;

Fig. 1OB is a top plan view of the base section shown in Fig.

10A;

Fig. 10C is a side elevational view of the seat track attach

fitting of Figs. 10A and 10B;

Fig. 10D is a sectional view taken along line 10D-10D of Fig.

10B;

Fig. 11 A is an isometric view of a retaining member of a first

embodiment of the present invention;

Fig. 11 B is a top plan view of the retaining member of Fig.

11 A;

Fig. 11 C is a side elevational view of the retaining member

shown in Figs. 11 A and 11 B;

Fig. 11 D is a sectional view taken along line 11 D-11 D of Fig.

11 B;

Fig. 12 is an isometric view showing the seat track attach

fitting of the first embodiment positioned in a seat track in an

intermediate operating position;

Fig. 13 is a top plan view of Fig. 12;

Fig. 14 is an isometric view similar to Fig. 12, but showing

the seat track attach fitting in its secured position in the seat track;

Fig. 15 is a top plan view of Fig. 14;

Fig. 15A, 15B, and 15C are sectional views taken along lines

15A, 15B and 15C of Fig. 15;

Fig. 16 is an isometric view of the first embodiment of the

seattrack attach fitting shown in its preinstalled position (illustrated

in Fig. 12) but for purposes of illustration not showing the seat

track;

Fig. 17 is an isometric view similar to Fig. 16, and showing

the seat track attachment fitting in the secured position of Fig. 14,

but for purposes of illustration not showing the seat track;

Figs. 18, 19, and 20 illustrate a base member of second,

third, and fourth embodiments, respectively, of the present

invention;

Fig. 21 is an isometric view of a retaining member of the

second embodiment which is used in conjunction with the base

member of Fig. 18 of the second embodiment;

Fig. 22 is an isometric view of a retaining member which is

used in conjunction with the base member of Fig. 19 of the third

embodiment;

Fig. 23 is an isometric view of a retaining member of a fifth

embodiment of the present invention;

Fig. 24 is an isometric view of the second embodiment of the

present invention where there is shown the base section of Fig. 18

and two of the retaining members øf Fig. 21, with the base

member and the two retaining members being joined in an

operating position;

Fig. 25 is an isometric view of the third embodiment, showing

the base section of Fig. 19 connected to the retaining member of

Fig. 22, in a manner that these are in the operating position; and

Fig. 26 is an isometric view of the fourth embodiment

combining the base section of Fig. 20 with two other retaining

members as shown in Fig. 22.

Fig. 27 is an isometric view of a base section of a sixth

embodiment.

Figs. 28, 29 and 30 are a top view, side view, and end view

of the base section of Fig. 27.

EMBODIMENTS OF THE PRESENT INVENTION

It is believed that a better understanding of the present

invention will be obtained by first discussing the overall

arrangement and functions of the seat tracks and seat track

attach-fittings that are commonly used in an airplane, second

discussing in more detail the configuration of the seat tracks

commonly used in today's aircraft, and third the basic arrangement

of some of seat track attach fittings commonly used in the prior art.

This will then be followed by a description of the embodiments of

the seat track attach fittings, an embodiment of the method of the

present invention, and the combination of these embodiments with

the seat track.

a) The Overall System

To described the overall prior art system of how seats and

other components are secure to the seat tracks, reference will be

made to Figs. 1-3, and initially to the exploded isometric view of

Fig. 1. There is shown in Fig. 1 a seat track 10 and a section of a

floor and wall structure 11 that would be positioned within the

fuselage of an airplane. Only a small corner section of the floor

panel 12 is shown in Fig. 1, and also a small portion of the wall

section 14 that extends upwardly from an edge of the floor panel

12. A right angle brace 16 connects to both the floor panel 12 and

the wall section 14.

There is a prior art fastener 18 comprising a sleeve member,

and bushings (collectively designated 20) and a single bolt 22

extending downwardly through these components 22. In its

attaching position, the fastener 18 is located in an opening 24

through the floor panel 12 and the right angle bracing member 16,

and the bolt 22 extends through the sleeve member and bushings

20 to connect to a seat track attach fitting which is shown only

schematically at 26. The lower end of the bolt 22 is connected to a

female threaded opening in the seat track attach fitting 26 that is in

turn secured to the seat track 10. A cover 28 is attached to the

right angle bracing member 16 to conceal that area of the fastener

18 from the interior of the aircraft fuselage.

Fig. 2 is a top plan view showing the same arrangement of

Fig. 1 , but with the floor panel 12 extending over a greater area so

that it extends over three seat tracks 10, and there are four

fastening locations at corners of the panel 12. Fig. 3 is a sectional

view taken along line 3-3 of Fig. 2.

It is to be understood that all of the components 10-28 as

described above are, or may be, already existing in the prior art.

b) The Prior Art Seat Track

There will now be given a more detailed description of the

prior art seat track 10 with which the seat track attach assembly of

the embodiments of the present invention can be utilized. This will

be done primarily with reference to Figs. 4 and 5.

The seat track 10 is made (or can be made) as a unitary

integral structure, and in terms of function, it can be considered to

comprise a track base structure 30 and a track connecting

structure 32. The track connecting structure 32 has an interior

channel 34 which is defined by a floor 36 having an upwardly

facing floor surface 38, vertical side walls 40, with each having a

laterally inwardly facing surface 42 and retaining edge portions 44

extending inwardly from upper edge portions of the side walls 40.

In the following description, the seat track 10 will be

considered as having a longitudinal center axis 46 (also referred to

as the track axis), a horizontally aligned transverse axis 48

perpendicular to the longitudinal axis 46, and a vertical axis 50

(See Figs. 4 and 5).

The term "seat track" is commonly used in the aircraft art to

denote a mounting track which is used not only for seats, but also

to hold down cargo and other items or components that are

present in the fuselage of an airplane, and in this present

application the term "seat track" is to be used in its broader sense.

The seat track 10 has a plurality of longitudinally spaced

access regions 52 which are provided at evenly spaced intervals

along the longitudinal axis 46. Each access region 52 is provided

as an inner circular recessed edge surfaces 53, formed in the two

edge portions 44. These are arranged in oppositely positioned

pairs, as positioning surface portions 53 arranged matching pairs

that define a circular space which can be designated as a

positioning region 54.

The access regions 52 are sized and spaced longitudinally

from one another a sufficient distance so that each adjacent

longitudinally aligned pair of edge portion 44 forms a retaining

region 56 which is in the form of two track retaining members 57,

also called lugs 57. The track lugs 57 of the two retaining edge

portions 44 are positioned oppositely from one another in

transversely aligned pairs so that the pairs of track lugs 57 (track

retaining members 57) that are aligned transversely from (and

spaced from) one another form center gaps 58 at regularly spaced

intervals along the longitudinal axis 46.

For purposes of description, the seat track 10 will be

considered as having three levels at different height locations.

First, there is an upper surface level 60 at the upper surface of the

two side walls 40 and the retaining edge portion 44. There is an

intermediate level 62 which is at the lower inner edge 63 of each

pair of two lugs 56. Then there is a lower surface level 64 at the

level of the upwardly facing surface 38 of the floor 36.

There is a channel width dimension 66 that is measured

between the outermost surface portions of the inwardly facing

inside surfaces 42 of the side walls 40, and there is a gap width

dimension 68, measured between the two inwardly facing surfaces

70 of the two track lugs 56 of each pair. Finally, there is a recess

width dimension 72 which is measured transversely between the

two outermost surface portions 74 of the vertical edge surfaces 53

of the side recessed regions 52. Also, there is a pitch dimension

76 that is measured between center points of adjacent positioning

regions 54.

This particular configuration of the track structure 34 of the

seat tracks 10 has been in existence for a good many years, and it

has been adopted by most all of the aircraft industry as a standard.

However, the base structure 30 of the seat track 10 may vary

substantially in various designs of seat tracks. As will become

more apparent as the embodiments of the present invention are

described, it is the configuration of the track connecting structure

32 that is significant in the embodiments of the present invention,

c) A Prior Art Seat Track Fitting

There will now be a description of the basic components of a

type of a seat track attach fitting 80 which has been (and is)

commonly used in the aircraft industry, and this will be described

with reference to Figs. 6-9 which are sequential drawings which

show not only the configuration of this fitting 80, but also the

manner of which it is installed in its operating position.

The prior art seat track attach fitting 80 comprises a base

section 82 and a locating member 84 which is in this embodiment

has a disk like configuration and is called a washer 84 having a

center opening 85. The base section 82 comprises a base plate

86 having a generally rectangular configuration and having an

upper surface 88 and a positioning stub 90. At opposite first and

second end portions of the base plate 86, there are, respectively, a

first and second pair of laterally and oppositely extending retaining

members 92. Located at the first end portion of the base plate 86

is an upwardly positioned connecting block 94 which is integral

with or fixedly connected to, the connecting block 4, and which has

an upwardly directed threaded connecting opening 96.

To install the seat track attach fitting 80, the base section 82

is aligned so that the two pair of first and second retaining

members 92 are aligned with two of the positioning regions 54 of

the seat track 10. Then the base section 82 is lowered so that the

base section 82 is located in the position shown in Fig. 7. Then

the base section 82 is moved forward Iy one half of the pitch

distance between two adjacent retaining regions 54 (i.e. 0.5 inch)

so that the two pair of retaining members 92 are located under the

retaining members (track lugs 56) of the seat track 10, as shown in

Fig. 8.

Then, as shown in Fig. 8, the locating washer 84 is aligned

with the positioning stub 90 and lowered into place as indicated by

the arrow in Fig. 8 so that it fits into the positioning region 54, as

shown in Fig. 9, with the stub 90 fitting into the opening 85 of the

locating washer 84. Then the locating washer 84 may be fixed in

its position at Fig. 9 in some manner, or is held in place when the

attachment of the load or object to the seat track attach fitting is

made.

It will be noted that the connecting block 94 is located

between a pair of opposed seat track lugs 56, and the first pair of

retaining members are beneath that pair of lugs 56. The

connection from an object in the fuselage of the aircraft (e.g. a

seat, a galley fixture, storage structure, etc.) would be attached to

the seat track 10 by having a bolt being threaded into the

connecting opening 96 of the connecting block 94. The locating

washer 84 reacts the forward to rear loads and lateral loads from

the object that is secured to the seat track housing thereto into the

adjacent retaining edge portions 44 of the track 10. The vertical

loads that are transmitted into the seat track attached fitting 80 are

reacted through the retaining members 92 into the lugs 56 and into

the seat track structure.

It will be noted that in the configuration of this prior art seat

track attach fitting 80, that the upper surfaces of the components of

the seat track fitting 80 are no higher than the upper surfaces of

the seat track.

d) A First Embodiment of the Invention

With the description of the seat track 10 and of the

commonly used seat track attach fitting 80 having been completed,

there will now be a description of a first embodiment of the present

invention. The seat track attach assembly 100 of this first

embodiment comprises a base section 102 (See Figs. 10A-10D)

and a retaining section 104 (See Figs. 11A-11 D). The retaining

section 104 comprises two retaining components 106.

The base section 102 comprises a positioning section 107

comprising a positioning member 108 and a load reacting section

110. In this first embodiment, the load reacting section 110

comprises two load reacting members 112. The positioning

member 108 has a disk-like configuration it has a perimeter

surface 114 which in this embodiment is cylindrical. Further, there

is an upper surface 116 and a lower surface 118, and a threaded

cylindrical centrally located recess 120 which opens in an upward

direction to the upper surface 116. Also, it is possible that in some

instances this recess would not be centrally located.

Each of the load reacting members 112 has a generally

rectangular configuration, with an upper surface 122, a lower

surface 124, and two side surfaces 126. One end portion of each

load reacting member connects with (or is made integrally with) the

positioning member 108, and this location is indicated at 128 and

is considered to be a load bearing connecting location relative to

the positioning member 108. At the outer end of each load

reacting member 112, there is at the upper surface a threaded

recess 130 which enables the load reacting member 112 to

connect to one of the aforementioned retaining components 106.

These two load reacting members 112 are or may be identical.

As indicated previously, the retaining section 104 comprises

two retaining components 106, and these components 106 are, or

may be, identical. One of the two retaining components 106 is

shown in Figs. 11A-11D. Each retaining component 106

comprises a retaining structure 132 which has a generally inverted

U-shaped configuration made up of three substantially planar

walls, namely a top wall 134 and two side walls 136 which

collectively define a retaining region 137. At the lower edge

portions of the two side walls 136, there are two pairs of oppositely

positioned retaining members, with a first pair of retaining

members being designated 138 and the second being designated

140. The retaining members 138 and 140 extend laterally

outwardly from the lower edges of the side walls 136, with each

pair being spaced longitudinally from one another by spacing

distance equal to the pitch distance of the pairs of lugs 56 on the

seat track 10.

The top wall 134 has a countersunk opening 142 which is

closer to the second pair of retaining members 140 and is

positioned so that when the retaining member is in its retaining

position, the opening 142 is aligned with the threaded recess 130

of its related load reacting member 112. Thus, a retaining screw

144 (See Fig. 12) can be inserted through the opening 142 and

screwed into the recess 130 to hold the retaining component 106

in place relative to the base section 102. The transversely

positioned end surface 148 of the retaining structure 132 and of

the first retaining members 138 is formed as a circularly curved

concave surface of the positioning member 108.

e) Method of the First Embodiment

To describe the manner in which the seat track attach fitting

100 is connected to the seat track 10, let us first discuss the

manner in which each of the two main components (i.e. the base

section 102) and the two retaining component 106 of the retaining

section 104 are individually positioned in the seat track 10.

To place the base section 102 in the track, the first step is

ascertain the particular positioning region 54 of the track 10 at

which the connection of the connecting bolt 22 is to be made.

When this is determined, the base section 102 is positioned so that

the circularly shaped positioning member 108 is directly over the

selected positioning region 54 with the two load reacting members

112 being aligned with (and centered on) the longitudinal axis 46.

Then the base section 102 is lowered so that the positioning

member 108 is positioned within the circular opening of the

positioning region 54, and so that the two load reacting members

112 pass through the adjacent gaps or slots 58 defined by the

adjacent lugs 56. In this position, the lower surfaces of both of the

positioning member 108 and the load reacting members 112 are

on the upper surface 38 of the floor 36. Also, the upper surface

116 of the positioning member 108 is flush with (i.e. at the same

level as) the upper surface level 60 of the seat track 10. The

upper surfaces 122 of the load reacting members 112 are below

the upper surface level 60. Alternatively the upper surface 116 of

the positioning member 108 may be higher than the upper surface

level 60 of the seat track 10. Thus, these could be used in place of

the prior art fittings that are not flush with the seat track without the

use of a shim.

Then each of the retaining components 106 are positioned

so that these are longitudinally aligned with the track and are at

opposite ends of the base section 102 so as to be spaced a short

distance away from the center location of the base section 102.

This is done so that the laterally extending retaining members 138

and 140 are each aligned with an adjacent pair of the positioning

regions 54. Then each retaining component 106 is lowered

downwardly so that the retaining members 138 and 140 pass

through the two aligned positioning regions 54 so that the lower

surface areas of the two retaining component 106 are in contact

with the upper surface 38 of the floor 36 of the channel 34 (See

Figs. 12 and 13).

It will be noted that in Fig. 12 there are shown the two

retaining screws 144 aligned above the openings 130.

In that position each of the retaining components 106 can be

moved in sliding motion through the channel 34 and along the

longitudinal axis 46 of the track 10. The two retaining components

106 are moved toward the positioning member 108 until their end

surface portions 148 come closely adjacent to the perimeter

surface 114 of the positioning member 108 (See Figs. 14 and 15,

and also Figs. 16 and 17). Thus the laterally outward portions 150

of the retaining members 138 have more surface area and

underlying structure that is able to come into load bearing

engagement with the lugs 56 of the track 10.

Then the retaining screws 144 are inserted through the

openings 142 of the retaining components 106 and into the

threaded recesses 130 of the two load reacting members 112.

With this being accomplished, the object in the fuselage which is to

be secured to the seat track attach fitting 100 is positioned so that

its connecting bolt can be threaded into the upwardly facing central

recess 120 of the positioning member 108.

Let us now examine the manner in which the various loads

are imparted to the seat track attach fitting 100. The loads which

would be transmitted into the fitting 100 are able to have vertical

(up or down), lateral, and longitudinal (forward and rear) loads, and

some loads will be combination of two or more of these load

vectors (i.e. vertical, lateral, and longitudinal).

First, we start by recognizing that the loads that are imposed

on the seat track attach fitting 100 result primarily from the loads

imposed (either inertial loads or impact loads) on the object which

is in turn attached to the seat track attach fitting 100 through the

bolt that threads into the threaded recess opening 120 of the

positioning member 108.

Let us first consider the lateral loads. The perimeter surface

114 of the positioning member 108 fits snuggly within the two inner

edge surface portions 53 that define the positioning region 54.

Thus, lateral loads that are imparted into the positioning member

108 are reacted into one or the other of the inner circular edge

surfaces 53. Also, depending upon how close the tolerances are

between the vertically aligned surface portions of the load reacting

members 112 and the retaining components 106, lateral loads

could also be reacted through these surfaces into the structure of

the seat track 10.

With regard to longitudinally directed loads, these also are

reacted from the positioning member 108 into the inner circular

edge surfaces 53.

With regard to the vertical loads, these could result from a

rather abrupt up or down movement of the airplane due to

encountering turbulent atmospheric conditions. If there is a

sudden upward acceleration of the aircraft, this would result in a

downward inertial force that usually would be reacted from the

object that is secured by the seat track attach fitting directly to the

upper surface of the track 10, since the lower surface of the object

itself usually rests directly on the upper surface of the track 10.

Also, this could be reacted to some extent into the positioning

member 108 and into the underlying floor surface 38. Further,

these loads could be reacted also laterally outwardly into the load

reacting members 112 and into the upper surface 38 of the floor 36

of the seat track 10.

With regard to an inertial force that results from the plane

dropping rather abruptly downwardly, this inertial force would be

directed upwardly into the positioning member 108 which in turn

would react this vertically upward force into the two load reacting

members 112 that would in turn react these into the top walls of

the two retaining component 106. The load would then be reacted

from each of the top walls 134 through the sidewalls 136 and into

the retaining members 138 and 140 which would in turn react

these loads into the lugs 56 of the seat track. This would result in

the sheer loads and other loads associated therewith being

imposed at the connecting region 128 and adjacent thereto

between the positioning member 108 and each load reacting

member 112.

If there is an abrupt decrease in the forward rate of travel of

the aircraft. The object that is attached to the seat track attach

fittings 100 would generally be attached by a more forward seat

track attach fitting or fittings 100 and a more rearward fitting or

fittings 100. The resulting forward inertial force would be

translated into a force moment that would tend to impose an

upward force on the rearward seat track attach fittings 100, as well

as a forwardly directed force exerted against both of the rear and

forward fittings 100, and a downward force on the upper surface of

the track 10. Thus, these forces would be reacted in the same

manner as the vertical force components and the forward force

components.

f) A Second Embodiment of the Invention

A second embodiment of the present invention is shown in

Figs. 18, 21, and 24. Components of this second embodiment

which are the same as, or similar to, those of the first embodiment

will be given like numerical designations, with "a" suffix

distinguishing those of the second embodiment.

In Fig. 18, there is shown the base section 102a comprising

the positioning member 108a and the two load reacting members

112a. The threaded recess is shown at 130a. This base member

102a is substantially the same as the base member 102 of the first

embodiment, except that the two load reacting members 112a are

made shorter so these extend only below the lugs 56 which are

immediately adjacent to the positioning member 108a.

Fig. 21 shows one of the two retaining component 106a,

comprising the retaining structure 132a and only the first pair of

retaining members 138a. This retaining component 106a has

approximately the same longitudinal length dimension as does the

load reacting members 112a.

Fig. 24 shows the base section 102a and the two retaining

components 106a in their assembled operating position in which

these would be arranged when located in their secured position in

the seat track 10. It is believed that the method of positioning the

base member 102a and the retaining components 106a and how

these react to loads is evident from the description of the mode of

operation of the first embodiment. Accordingly, this will not be

discussed further in this text.

g) A Third Embodiment of the Invention

A third embodiment of the present invention is shown in Figs.

19, 22, and 25. Components of this third embodiment which are

similar to components of the earlier embodiments will be given like

numerical designations, with a "b" suffix distinguishing those of this

third embodiment. This third embodiment is substantially the same

as the first embodiment, except that the base section 102b has

only one load reacting member 112b. Accordingly, there is

required only one retaining component 106b. This retaining

component 106b is (or may be) identical to the retaining

component 106 of the first embodiment. These two components

102b and 106b are shown in their assembled position in Fig. 25. It

is believed that the mode of operation of this third embodiment is

evident from the prior descriptions of the mode of operation of the

first and second embodiments.

h) A Fourth Embodiment of the Invention

A fourth embodiment of the present invention is shown in

Figs. 20 and 26. As was done in the description of the second and

third embodiments, in describing this fourth embodiment,

components which are the same as, or similar to, the components

of the earlier embodiments will be given like numerical

designations with a "c" suffix distinguishing those of the third

embodiment.

In this fourth embodiment, the two retaining component 106c

are the same as the retaining component 106 in the first

embodiment and the third embodiment. Accordingly, that will not

be described further herein.

This fourth embodiment differs from the earlier embodiments

in that the base section 102c has two positioning members 108c

that are connected to one another and are spaced from one

another by one pitch distance of the track. Thus, there is an

additional load reacting member 149c which has the same cross

sectional configuration as the load reacting members 112c, and it

is positioned between, and connects to, the two positioning

members 108c. It is believed that the manner of installing this

fourth embodiment in the track 10 and also the mode of operation

of the second embodiment is evident from the earlier descriptions

of the mode of operation of the embodiments so that there is no

need for describing these in this text.

i) A Fifth Embodiment of the Invention

A fifth embodiment of the present invention is shown in Fig.

23. As in the descriptions of the prior embodiments, components

which are similar to, or the same as, those of the earlier

embodiments will be given like designations with a "d" suffix

distinguishing those of this fifth embodiment.

To describe this fifth embodiment, there is shown in Fig. 23

only the retaining component 106d. This retaining component

106d differs from the retaining components 106, 106a, etc., in that

it has a greater lengthwise dimension along the longitudinal axis

and in addition to having the two pair retaining members 138d and

14Od, there is yet a third pair of retaining members 14Od.

Accordingly, it is to be understood that the base section which is to

be used with this retaining component 106d would have its load

reacting member extended to a length that matches that of the

retaining component 106d, so that the opening 142d would be

aligned with a corresponding threaded opening in the related load

reacting member of the fifth embodiment. In other respects, this

fifth embodiment functions in substantially the same manner as the

earlier embodiments, so there will not be any detailed description

of the method of installing and the operating features of this fifth

embodiment.

Also, features of several of the seat track attach fittings could

be combined, such as having a shorter and longer load reacting

members 112 in one base member. Other variations would be

possible, depending on load requirements, space available, etc.

j) A Sixth Embodiment of the Present Invention

A sixth embodiment of the present invention will now be

described with reference to Figs. 27-30.

Fig. 27 is an isometric view of a base section 102e of this

sixth embodiment. As in the prior embodiments, the base section

102e comprises a positioning member 108e with two load reacting

members 112e. These load reacting members 112e are the same

as in prior embodiments.

However, the positioning member 108e differs in that there is

an insert provided in the positioning member 108e. This insert

15Oe has a cylindrical configuration with the center opening 152e.

The insert 150 may be a threaded member having a thread lock

arrangement to secure it into the opening 15Oe, and the interior of

the insert 15Oe is able to receive the attaching member of a seat,

cargo fitting, or other connecting member which is to be secured.

The insert 15Oe may have interior threads.

In order respects, this sixth embodiment is similar to the first

embodiment.

It is to be understood that various modifications could be

made in the embodiments of the present invention without

departing from the basic teachings thereof.